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DCC. l7,
Filed March 4, 1944'
3 SheetSTSheet 1~
Dec, 17, 1946.
Filed March 4, 1944
3 Sheets-Sheet 2
I, ll!
%/ / _
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777’ /?
Dec- 17, 1946v
Filed Match 4, 1944
a Sheets-Sheet s
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Patented Dec. 17, 1946
2,412,821 ~
Jay B. Malln, Fishkill, and William N. Fenney,
New York, N. Y., assi‘Knots, by mesne assignments, to The Texas Compa
a corporation of Delaware
, New York, N. Y.,
Application March 4, 1944, Serial No. 525,006
' 3 Claims.
This invention relates to an internal combus
tion engine and to a method of operating such an
(01'. 123-32)
taneous ignition, and knocking of the engine is
not possible.
In carrying out said invention, the compressed
The present invention relates to a modi?cation
air within said combustion space and the locus
of the internal combustion engine, and method
of ‘fuel injection are moved relatively to each
' of operating that engine, wherein combustion is
other in an orderly manner throughout the period
independent of the spontaneous ignition quality
of fuel injection to thereby impregnate the local
of the fuel employed, as generically disclosed and
ized portions of air at a predetermined fuel-air
' claimed'in the copending application of Everett
ratio. In one embodiment speci?cally claimed in
M..Barber, Serial No. 513,232, ?led December 7, l0 said
application, the air is introduced into the
.1943. ‘The present modi?cation is distinguished
combustion space in a manner to produce a
from the embodiments of the generic invention
a high velocity induction air swirl within the disc
which are speci?cally claimed in said application
shaped combustion space, which air swirl is main
Serial No. 513,232 by the injection of fuel in a
‘direction counter to the. direction of air swirl 15 tained during compression and the period of in
jection, and the fuel is injected froma point lo
within the cylinder combustion space, and by a
in the cylinder wall generally tangentially
critical relationship of injection ‘advance to lg
of the combustion space and in the direction of
nition advance and a critical positioning of the
air swirl, with spark ignition occurring at a point
fuel nozzle and jet with respect to the ignition
close to the nozzle tip and adjacent-the cylinder .
20 wall at the side of the fuel spray. The present in
In accordance with the generic invention of
' \said application Serial No. 513,232, air unmixed
with fuel, or air containing insu?icient fuel to
vention involves a modi?cation .of this form em
ploying high velocity induction air swirl.
In accordance with the present invention, the
' support combustion, is introduced into the disc-,
shaped combustion space of the engine cylinder 25 fuel is injected in a Jet extending along a chord
of the combustion space moving across the swirl
and compressed on the compression stroke, fuel
is injected into said vcompressed air during the
latter part of the compression stroke under con
ditions such that at least‘a part rapidly vaporizes
ing air from a point adjacent the periphery of
the combustion space and counter to the direction
‘ of air swirl. A spark of ignitible intensity is pro
‘ and forms combustible fuel vapor-air mixture 30 vided in the combustion space about 15-32 crank
angle degrees after the beginning of fuel injection,
with, only a short travel from the point of injec
tion, this combustible mixture formed from the
?rst increment of injected fuel is spark ignited
substantially as soon as formed and before suf
' ?cient fuel has been injected to disseminate widely
withinthe combustion space, whereby only a lo
‘ lcalized patch of combustible mixture exists within
, the combustion space at the time of ignition and
the establishment of a ?ame front, and then the .
' said spark being positioned slightly on the air
down-stream side 01' said fuel jet to ignite the
combustible fuel vapor-air mixture formed from
the first increment of injected fuel substantially
as soon as the swirling air has blown or diverted
the same into contact with the point of ignition. '
It is important that the location and design of
the means for injecting fuel be such that the fuel _
injection of fuel is continued during the balance '40 may be injected into the combustion chamber in Y
a direction against the‘air swirl. and on the'air
ofthe injection period into a narrow zone or
upstream side of the ignition means adjacent to
‘ zones of. the combustion chamber immediately in
but not impinging on such means. Also, the in
advance of the flame front, whereby additional
jection should be in a direction suchv that the I
quantities of, combustible fuel vapor-air mixture
swirling air tends to blow the injected fuel. or
are progressively formed, ignited. by the ?ame
45 rather a resulting
mixture of fuel and air, in con- '
and burned substantially as rapidly as produced.
The ‘net result is that any combustible fuel vapor
‘airf mixture undergoing combustion within the
1 cylinder is so rapidly consumed after formation
that it is cushioned by a mass of incombustible 50
vgas,_including ,air, products ‘of combustion and in
‘combustibly rich mixture. Consequently, there is
ellminated the formation of highly compressed
and ,heated end’ gases consisting of combustible
_fuel_vapor-air mixture which can undergo spon
tact with the ignition means. In other words, the
fuel should be injected sothat it enters the planes
in which the air is swirling that pass through the
_ ignition means.
Accordingly. where a disc-shaped combustion
chamber is provided and the ignition means is
disposed in the cylinder head, the fuel may be
injected from the side of the cylinder in a di
rection which is toward the air upstream side of
the ignition means and also is directed upwardly
toward the cylinder head. In this way the fuel
is placed in a position to be blown in the direction
of the ignition means.
Figure 1, looking up at the top of theengine
cylinder; however, with the injection mechanism
Figure 3 is an enlarged, detailed sectional view
As distinguished from the speci?c embodiment
of the inner end of an adapter employed in con~
disclosed and claimed in said application Serial
nection with the injection mechanism, the section
No; 513,232, wherein the direction and intensity
taken through the middle of the opening '
of the fuel jet introduced in the direction of' air > being
in the adapter; i. e., on line 3-3 of Figure 4;
swirl is s'uflicient to carry that jet substantially to
Figure 4 is a diagrammatic illustration of the
vthe point of ignition in about 4-10'crank angle manner
in which the adapter is placed in the side
degrees after the start of injection, the present
of the cylinder wall;
invention operates on the principle of utilizing
Figure 5 is a diagrammatic view looking up at
the swirling air to pick up and divert, vaporized
the engine cylinder shown’ in the preceding ?g
fuel from the edges of the jet, and'carry the re
ures, illustrating the conditions of air swirl and
sulting combustible fuel vapor-air mixture to the’
fuel injection within the combustion chamber;
point of ignition. While a close positioning ‘of the
Figure 6 is a diagrammatic side view of this
point of ignition with respect to the point of in
cylinder, further illustrating the conditions with
jection is of critical importance, therelationship
in the cylinder;
of the jet itself to the point of ignition is quite
sectional view look- v
different from the previous embodiment and the
time at which a spark of ignitible intensity must 20 ing towards the head of another engine cylinder ; .
in which the point of injection and spark plug
be present after the start of injection is longer
occupy different relative positions; and,
and less critical than in said previous embodi
Figure 8 is a diagrammatic sectional view of the
ment. In one speci?c application of the present
engine cylinder shown in Figure 7, the view be
invention, the jet is directed along a_chord of
the combustion space counter to the direction of 25 ing a vertical section through the cylinder look
ing in the‘ direction of the point of injection and
air swirl, so that the center line of the jet makes
an angle of about 30° with the radius of the com
bustion space passing through the point of in
' jection when viewed in a horizontal plane, and ,
spark plug.
Referring to Figures 1 and 2, the engine cylinder
is shown at l0, having the usual water jacket II.
the point of ignition is located substantially on 30 Disposed in the cylinder is a piston I2 having a
said radius less than half way from the point of
injection to the center of the combustion space.
In another speci?c embodiment, wherein the fuel
is injected along a chord of the combustion space
connecting rod l3 which runs to the usual crank,
shaft, not shown. The cylinder head is equipped
with an intake port controlled by a poppet intake
valve M. This port communicates with a con
in substantially the same angular relationship and 35 ventional air-intake pipe or manifold , (not
shown). As shown in Figure 2, the valve I4 is
also at an upwardly inclined angle toward the
provided ‘with a shroud'l6 which covers 180 de
cylinder head, the point of ignition is located ad
grees of ' the valve opening.
jacent the cylinder wall substantially directly
It will be seen that when this valve is opened,
It is pointed out that, in adapting conventional 40 the direction of air ?ow through the valve is tan
gential to a circle having its center at the axis
engines to the present method of operation with of the cylinder, which is effective to impart a
non-knocking combustion, di?iculties sometimes
swirling movement of high velocity to the air
' arise in providing space in the cylinder wall for
introduced into the combustion space in thedi- ,
the mounting of the fuel injection nozzle and the
spark plug in proper-relationship to secure satis 45 rection of the arrow IS. The cylinder is ‘also
equipped with an exhaust p011; which is controlled ,.
factory operation with the fuel injected generally
tangentially of the combustion space in the di
a poppet
leads to
a conventional
IT. The portexhaust
by pipe
this . ,
above the point of fuel injection.
rection of air swirl. Also, in some cases, it is de-
or manifold (not shown). It will be understood
sirable to avoid the critically short relationship
between the time of the beginning of fuel injec 60 that the valves l4 and 11 may be actuated in the. '
customary manner by suitable cams carriedby a
tion and the time of spark ignition required with
that embodiment. It is accordingly seen to be an
conventional valve cam shaft.
As shown, a disc-shaped combustion spa'e?'a,
object of the present invention to overcome these
is formed by the head and wall of the engine cyl
di?icultiesand to provide satisfactory engine con
structions, and methods of operating such engines, 55 inder and the head of the piston.‘ While the pis
ton and cylinder head are shown in Figure ‘1 as
wherein the fuel may be injected in a direction
being ?at, either or both may be dished or
counter to the direction of air swirl.
crowned, as discussed above. Thus, it is to be un
From the foregoing discussion, it will be under
derstood that the term "disc-shaped” is used in a
stood that, provided the conditions described
above are maintained, the speci?c arrangement 60 broad ‘sense as meaning a combustion space which
is generally circular in cross section, but which
of mechanical elements required to create these
may have various con?gurations in vertical sec
conditions may be varied. However, in order that _
tion due to dishing or crowning of the cylinder
the invention may be understood more fully, there
> will be described, in connection with the accom~>
head or piston.
The cylinder head is provided with an opening
panying drawings, forms of modi?ed engines in 65
2| in which is disposed a threaded reducing mem
which operation with a low octane fuel at high
ber 22, having an opening 23 for receiving a spark
compression ratios and without knock has been
plug 24. It will be noted that by this arrange
accomplished. In the drawings: .
Figure 1 15a view partly in section on the line
ment, the electrodes of the spark plug extend ’
l---lv of Figure 2 of the cylinder of ‘an engine 70 somewhat into the combustion space. The cylin
der is also provided in its. side with a threaded
equipped in accordance with the present inven
radial bore 26, the center of which is in line with 1
tion. In this ?gure, the fuel system employed and
thecenter of spark plug 24. As shown‘ inFigure . .
the injector are more or less diagrammatically il
1, there is disposed an adapter 21 in threaded en
Figure 2 is a sectional view on the line 2--2 of 76 gagement with bore 26. The adapter accom
" ~' plishestwo' functionsr'it encloses and supports
ber, by-pass port, check valve, and a plunger pro-:- 7 j " '
up' and directing the-spray from the injector noz
vided with a scroll or helix on its surface, whereby "
,zle. _ The injector 28 is, of the conventional type
in which theorifice opening is normally held 5
tle. The fuel under high pressure is introduced
‘closed by means of a spring-pressed nozzle pin
‘through a suitable conduit 29 into a chamber sur-‘
which is, provided with an intake port, fuel cham+
. anI injector‘
II and‘ provides means for breaking
the amount of fuel can be controlled by rotation;
V of the plunger. Pumps of this type are well;
known in the art and are described, forexample, ‘
at pages 14 and 214 of the Diesel Engine Catalog, '
Diesel Engine; Inc., New York, 1941, volume ‘six. ‘ ‘
rounding the conical end of the nozzle pintle. '
A port-‘controlled plunger pump permits variation
When the pressure on the fuel is su?iciently high,
. in the amount of fuel injected so as to accomplish
the nozzle pintle is raised and fuel issues in spray
full or part load operation. Also, the pump ef
form from the opening. ‘Since injectors of this
fects sharp termination of the feed of fuel under,
type are well-known in the art, in Figure 1 only
the-inner end of the injector-is shown in detail; ' pressure su?lcient to operate the fuel injector.’ '_ ‘
As shown in Figure‘ 1, the pump plunger “is
~ _ Thus, the fuel enters through the conduit 2!,
Operated by a suitable cam _44 which may be in- j- . g a
?ows into a fuel chamber Ii at‘ a pressure suf
,. terconnected with the crank shaft of the engine ‘ *
‘ ?ciently high to raise a nozzle pintle-ll' and per
in‘conventional manner. The fuel under a‘. 1.11811
mit the flow of the fuel‘ through orifice opening 88.
pressure which may be of thev order of 500 to 4,000 '
The inner end of the adapter 21- utilized in this
pounds per square inch is forced through line 46
embodiment .of the invention will be described 20 leading
into conduit 29 in injector 28, as pre- 7 '
more in detail. It is provided with an opening I4
The fuel in ?owing through
which leads from the orifice opening of the in
line 48 may be heated if desired, and there'is .
jectorto the. interior of the cylinder. Referring
particularly to Figure 3, it will'be seen that the 1 ‘shown for this purpose a-heatin'g coil 41. The
angle of the opening inthe plane on which this 25 fuel supplied under the high pressure during the?
period of injectioni'lows into fuel chamber 3i and
?gure is drawn with the axis of‘ the adapter is
the angleA, which in this case is .40- degrees. ' the force resulting from the pressure on .the fuel
lifts nozzle pintle 42 and permits a jet of fuel to '
Also, it will be seen'that the angle formed be
pass through ori?ce. 33. The fuel enters opening f
"tween the sides of the opening is angle 3, which
in this case is 10 degrees. .As shown in Figure 4, > 84 in the inner end of adapter 21, is broken up- '.
into a fine spray and injected into the swirling
and also, to some extent, in Figure 1, the adapter 3"' air.
as described.
opening is arranged, whenin place, so that the
The first increments of injected fuel form a
center line of the opening forms an‘ angle‘ C
combustible mixture with the'swirling air, and
a (which in this case iii-45 degrees). with the hori
zontal. Accordingly. the adapter directs the fuel 35 this mixture is blown into contact with the elec
trodes of spark plug 24. At this time or shortly
spray upwardly and to the right in Figure l
- thereafter, a spark of igniting intensity is passed
(downwardly and at an angle in Figure 2). This
between the electrodes of spark plug 24 and the
mayalsobeseenbyreferencetoFigures5and8, combustible‘
mixture is ignited.'- During the re
in which the direction of the spray is perhaps
shown more clearly. In these two figures, the so mainder of the period of injection, the remainder '
of the fuel is injected into the swirling air and' '
spray is shown as it would appear under normal
promptly burned in the existing ?ame front.
atmospheric conditions and in the absence of air
It will be noted that the fuel is injected into the
swirl._ Fuel injection mechanism‘ including an
swirling air before the flame front, which tends
adapter, and the adapter per se, are disclosed and
advance towards the point of injection. It is
claimed in the copending application of Jay 13. ...
probable, however, due to the swirling air, that _
.Malin, Serial No. 515,234, ?led December 22, 1943. - the
?ame front remains substantially stationary
While not speci?cally illustrated in the drawings,
in relation to the cylinder walls.
‘ '
it will beam that the center line of the adapter
been found
opening forms, in a horizontal plane containing
to give knockdree operation even at high com--v
the center line of the injector, a projected angle
. of about 30'degrees with the center line of the 5o pression ratios and charge densities is shown in j ’
Figures 7 and 8. As shown in these figures the
injector. Thus, the fuel spray is directed about
30 degrees from the radial direction towards the
the is
disposed in
the and
the point
wall; at
of the,
in- * I
air upstream side of the combustion-space. Un
jection (injection nozzle) is located just below; '_
doubtedly, under actual conditions of operation as the
plug. The fuel is injected against the direc
where higher pressures and temperatures prevail
tion of air swirl on the air up-stream side of ‘
and theeifect of air swirl is felt, the actual spray
the plug and the combustible mixtures formed be
form is somewhat different from that shown. As
tween the fuel and the air are blown into contact
shown in Figures 5 and 6, the spray is such that‘
the electrodes of the spark plug. "It will '
under non-operating conditions,‘ the spray im on with
be noted that the fuel spray is at least partly di-,
pinges upon the cylinder head over an area on
rected towards the top of the cylinder, and this
the air upstream side of the spark plug.
is preferred practice.
Refen'ing again to Figure 1, the operation of
It will be understood that'in' order to accom
- the engine illustrated will be described more in
plish effective operation of the engine. the sev
65 eral factors affecting such operation should be ' '
0n the suction stroke of. the engine, air is in
coordinated. Considering ?rst the locations of
troduced through intake valve l4 and is caused ' '
point of injection and the spark plug, these
to swirl by means of the shroud it, as previously
described. At a selected point near the top of
. fuel
be selected
the swirling
so that
is permitted
prior to '
piston travel, the injection of the fuel into the
swirling air is begun. The fuel system diagram 70 the time when any considerable amount of fuel
matically illustrated in Figure 1 includes a fuel storage vessel 38 from which the fuel is pumped '
through line 38 to a pump 42. The pump shown
reaches the spark plug, but not so far away from}
the zone of injection as to permit extensive dis
semination of fuel throughout the combustion
space before ignition, While the particular ar
is a conventional port-controlled‘ plunger pump 75 rangein'ents
shown‘ in the drawings have been
in the drawings. While a 180 degree shroud is
shown, it is believed that shrouds covering more
or less of the valve opening would produce the
desired swirl. The rate of swirl should be such
found to be satisfactory, in cases where‘ other
mechanical arrangements are possible without
interfering with valve operation, the spark plug‘
may be displaced somewhat from the positions
shown. ,It should also be pointed out at this
time that the arrangements shown were em-'
ployed in a cylinder having a bore diameter of
31/4 inches, and in utilizing a cylinder with a
larger bore, greater variation in the position of
the spark plug would be possible. It is to be
understood that the spray pattern, fuel intensity
of the jet'and velocity of the swirling air are
altered, and correlated for the different spacings
as to produce about six revolutions or more of the
air for each engine revolution. It ispreferred .
also to control the duration of injection so that
the injection of fuel takes place during one revo
lution of air, since in this way the air is uniformly V
impregnated with fuel.
An important feature of the present invention
is the proper synchronization of the spark ad'
vance with the injection advance to secure igni
tion of the ?rst increment of' injected fuel sub
stantially as soon as that fuel has mixed with the
' . .. of the spark plug and point of injection, in order
toobtain the desired knock-free operation.~
‘~ qThe ‘point in the compression stroke at which
‘ air to form a combustible fuel vapor-air mixture,
thednjection ofv fuel is begun may be varied; for
\and that mixture has been blown into contact
with the electrodes of the spark plug. Proper syn
. wexample,» it may be as much as '75 degrees before -
chronization requires that a spark ofiigniting in
tensity be available at the time this'L?rst-formed
portion of the combustible fuel vapor-air mixture
reaches the spark plug, or very shortly there
‘;.,;:t,()p&dea,d center, and for maximum power, if- sub
;stantially all’ of the air within the combustion
space isto be consumed, it may be about 50 to 40
degrees before this point. Where thepower re
, qui-red-is'less, the beginning of fuel injection‘may
be at or- shortly after top dead center, or, for the
smaller power. requirements, the injection may
stillubeinitiated prior to top dead center and
may be cut off so that only that portion of air
While the present invention can be operated‘
with a substantially instantaneous spark at the
' plug electrodes, this requires a critical coordina
tion of the'spark advance with. the injection ad'
For example, in the construction shown
1 is consumed which is necessary to supply the
~ power required. In generalI itmay be stated that
' vance.
in Figures 1 to‘ 6, work done using ignition sys
tems producing sparks of appreciable duration
the injection of fuel should preferably be started '
showed, that knock-free operation was possible,
provided a spark of igniting intensity was present
within about 15 to 32 degrees after the start of
substantially before top dead center, for example‘,
75 to 30 degrees before this point, and should
preferably be ended before or slightly after top
injection. If “the spark occurs too soon and is not .
dead center.
The amount of fuel'that may be injected in a 35 maintained, by the time a‘ combustible fuel-air
mixture is formed there is present no means for
cycle is, of course, dependent upon the weight of
igniting-the mixture and missing occurs. On the
.air available for admixture therewith to form
other hand, when the spark occurs too late, op
portunity is afforded for the dissemination of
andpressure‘at which the air is introduced into ‘to fuel widely throughout the combustion space,
making possible the formation of a combustible
the engine cylinder. For example, under boost
combustible mixtures. The weight of air avail
able, in turn, 'isdependent upon the temperature
~ . .
pressures,qmore air will be available than when
xthe air is introducedat atmospheric pressure.v
Also, the amount of fuel that'may be injected
and burned eifectivelyis'dependent upon the air
~ .‘available in the zone;of injection or impregna
. - tion, and'this is affected by the velocity of air
- ,swirl. Normally, the. rate of fuel injection should
be such as to give a fuel-air ratio. in the impreg
nated zone of around 0.06 for light and inter
qmediate" loads, unto the point where substan
end gas and permitting knock.
Although where a short or instantaneous spark
is employed, careful coordination between injec
= tion advance and spark advance is necessary, it
has been found that the conventional magneto or
coil ignition systems have a spark duration of
about -5 to 30 crank angle degrees at an engine
speed of 1800 _R. P. M. For example, in the con-.
60 struction shown in Figures 1 to 6, and employing
v‘an ignition circuit of the magneto type having a
tially all of therair within the combustion space I
s;.~,¢consumed.,,-To further increase the power '
; produced on each cycle for maximum loads, the
,uelrate maybe increased for ‘a given velocity of
swirling air so as to uniformly impregnate that
airat a- fuel-airratio up to about 0.08 or above.
; It will thus ‘be seen that the duration of injection
and rate of injection are dependent factors which
_'-sparkv duration of about 7 crank angle degrees
with a plugv gap of 0.040 inch and increasing toa
; spark duration of about 28 crank angle degrees
55. with a plug gap 0.010 inch, the engine operated
‘ satisfactorily with the following setting of spark
'advance,»using a 60° injection advance and an in
jection period of about 36° throughout the runs.
‘ The runs were carried out with an overall fuel-air
'- : _.th_em'se1ves are dependent upon the fuel-air ratio 60 ratio of about 0.1. With a spark duration of 7
a in; the. impregnated zone and the overall fuel-air
degrees, satisfactory operation occurred with an
ignition advance of about 33 to 28° B. T. 0.; and
. ratio desired. While. in view of these facts no
with a spark duration of 28>degrees, satisfactory
. de?niteduration for injection may be set, it may
be stated in general that where the overall fuel
air ratio varies from 0.06 to 0.08 and the begin
,ning of injection varies from 60° to 40° B. T. C.,
operation occurred with an ‘ignition advance of
05 about 45 to 28° B. T. C.
It will be obvious that the foregoing discussion
is presented primarily for the purpose of disclos
- the duration may be of the order of 35 to 80 crank
angle degrees.
ing ways .in which the operation of the engine
may be varied, and is not intended to indicate that
. As previously indicated, a high velocity of swirl
should be imparted. to the air introduced into the 70 'only the magneto type of ignition system is suit
combustion space. The inventionis not limited v able or that the factors considered would be varied
in an actual operating engine. For example, con
to any particular means of causing this swirl and
ventional ignition circuits of the coil and breaker
such means are well-known in the art; however,
type may be used. It may be pointed out here
‘ theuse of a shrouded intake valve has been found
to be'satisfactory in an engine of the type shown 75 that experience inns indicated that a relatively,
~ amass:
high current spark is'preferable. Also, a continu
ous spark of longer duration. for example, a spark
there may be mentioned gasoline of low or high
' ‘octane value, kerosene, Diesel fuels, methyl alco
such as is used in fuel burner systems, may be
employed and may be left on during the entire
period of injection or may be cut o? after being
hol, light lubricating oils, butane, etc. It is im
portant, however, that the fuel boil over such a
range that at least a portion of the fuel is'vapor
on for a selected portion of the injection period.
ized in the combustion space under the condi
tions existing therein at the time of injection.
By preheating the fuel. liquid fuels boiling over
Where "spark ignition” and similar expressions
appear in the description and claims, it is to be
understood that these expressions include the
above types or similar types of ignition systems 10
for igniting the fuel-air mixture.
As pointed out above, the fuel jet is preferably
directed towards the cylinder head at a rate which
is believed to. cause the fuel to impinge on the
' . ized and/or mixed with swirling air at a relatively
Obviously many modi?cations and variations
‘of the invention, as hereinbefore set forth, may
be made without departing from‘the spirit and
scope thereof, and therefore only such limita
' tions'should be imposed as are indicated in‘ the
inner surface of the cylinder head. It‘ is believed 15
that the fuel which so impinges may'remain on
the surface for a time, and that this fuel is vapor
an elevated range may be used.
appended claims. ,
We claim:
1. In a spark-ignition fuel-injection intemal
' combustion engine of the character described
slow rate, thus permitting injection of a substan
having a cylinder with a cylinder head, .a piston,
tial amount of fuel before ignition and yet avoid 20 reciprocatingly mounted therein, said parts form
ing dissemination of the fuel widely in the com
ing- aidisc-shaped combustion space, meansfor
bustion space.
producing high velocity induction air swirl with
The engine of the present invention may be
in said combustion space, means for injecting fuel
operated on a cycle which approximates the theo
into the swirling air toward the latter part of
retical Otto cycle, a cycle which approximates
compression stroke ofv the piston, means for
the theoretical Diesel cycle, or a cycle which is
more or less midway between the two. In a given
spark igniting the first increment of‘injected
engine, the cycle employed is primarily depend
. fuel substantially as soon as combustible fuel va
cycle approaching combustion at constant vol
stantially as rapidly as formed. The modi?ca
tion wherein the fuel injection means comprises
por-air mixture is formed therefrom to establish
ent upon the fuel injection rate and the point
.where injection is begun. In view of the inher 30 a traveling ?ame front, and means for control
ling the rate and duration of fuel injection after
ently higher cycle efficiency of the Otto cycle,
to successively form additional quantities
as compared to the Diesel cycle at the same com
of combustible fuel vapor-air mixture immedi
pression ratios, it is generally preferred to oper
ately in advance of the traveling ?ame front and
ate the engine of the present invention on a cycle
are ignited by the flame and burned sub- '
approaching the theoretical Otto cycle; i. e., a 35
a nozzle positioned in the cylinder wall and con
Inasmuch as the‘ limitations with respect to,
structed to direct a fuel jet from a locus of fuel
knock- are eliminated in the present invention, it
is preferred to operate the engine at a high com 40 injection at the periphery across a chord ,of the
combustion space counter to the direction of air
pression ratio.v Thus, it is generally preferred
' swirland upwardly inclined toward the cylinder
to operate the engine on the Otto cycle at a com
head, and the spark ignition means comprises
pression ratio of about 9:1 to 10:1 to obtain the
a spark plug having electrodes positioned within
inherent increase in the cycle efficiency result
combustion space at a point above the hori
ing from the higher compression ratio, while, at 45
zontal plane of the locus of fuel injection and
the same time, avoiding the necessary increase in
slightly on the air down-stream side of the fuel
cost, size, and weight of the engine that is in
said point of spark ignition and said locus
volved in Diesel engine construction for opera
of fuel injection lying in a vertical plane con
tion at compression ratios at about 14:1 to 16:1.
taining a radius of said combustion space.
While the invention has been described above
2. An internal 'combustion engine according as applied to four-cycle operation, it is to be un 60
to claim 1 wherein the spark'plugelectrodes are
derstood that the invention is also applicable to
located adjacent the cylinder wall substantially
two-cycle operation; in fact, the invention lends
directly above the‘locus of fuel injection.
A itself particularly well to two-cycle operation be- \
3. An internal combustion engine according to
cause there is no necessity for preforming the
claim 1, wherein the fuel injection is constructed
fuel mixture, and this enables the suction stroke
to direct the jet so that the center line of the jet
of four-cycle operation to be easily eliminated.
makes an angle of about 30° with the radius of
As previously discussed, a principal advantage
the combustion space passing through the point
of the engine of the invention results from the
of injection when viewed in a horizontal plane, “
fact that satisfactory operation at high com 60 and
the spark ,plug electrodes are positioned sub
pression ratiosand charge densities and with low
stantially on said radius less than half way from
octane fuels may be obtained. Thus, the inven-.
the point of injection to the center of the com
tion includes the use of various normally liquid
bustion space.
and normally gaseous fuels of both low and high
octane values. As examples of suitable- fuels, 65
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